Throttle control means



May 12, 1953 J. E. DILLARD 2,638,082

THROTTLE CONTROL MEANS Filed Jan. 14, 1950 5 Stggets-Sheet l5 Zhwentor J4me: E. 0/44 480 I attorneys May 12, 1953 J. E. DILLARD 2,638,082

THROTTLE CONTROL MEANS Filed Jan. 14, 1950 5 SheetsShet 4 H Zhwentor 155 m JAMES 4''. 0/41/9120 48 M W W attorney;

Patented May 12, 1953 l N PAT 'EFNT QFFIGE fil fl 2 TH OT L ED TRDL Dil ar Agpliw pp Ja ry 1950, fi el N new This invention a-elems to ,eerlaelin and, insegfim improyements means for throttle eontrol in imernavl combustion engines, eepeoiellly of fi e type eommoniy employed in automotive vehicles, and pe 'bieuianly relates to on new and novel er: ran emen-t in which the internal combustion en ne is provided with a substantially oonven tione-l -th-rottle valve and opel ating means and with e supplemental valve and governor means for qhe operation of the supplemental valve and includes means for seleetively immobilizing said valves.

The present invention is particularly useful in that it provides means log conventional eonoixol of an internal combustion engine, governor vcontjrol means through which engine speed is maintained substantially level under changing load eonditi-ons,end control means by which. shift may be immediately made mam oonvenibionwl control to governor oonlirol end wet-urn, enabling one on eratpr oi the engine to quickly and posit-ive13; choose the one control desired -to be used wiehout impedance from the other.

The principal object of t-he invention is to provide throttle oontrol means embodying the features just described.

A further object of (she invention is to provide an engine having a pair of throttle valves, one of which is ,eontroileel b-y governor means, and

vacuum operated means -or se leo-tive-ly immobilizing the said yal ves so that one only of said-valves is operable.

A further object {of the invention :is :to provide on internal eombusfion engine vgovernor means and means for .eonyeniently adjusting said genome! :to .esfgalblish bhe speed at which the enis $0 lee mainmined. A iiuroher obieet of :the fi mention is to provide & zmeior 'lle 91 each edg'nsjament ;;me.ane.

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ei e e we we 1 in ie. 1 l wives, F g 4 so L r. efi oie ie- :w i e ma m ew ne as on the l ng- 1X F .12 s v de e o l View of e lewe n 1 vElm emo e: ie.- 4: ,is e e eizetmee an enl e ee e 93 o u To a ee ee lwi meme meme" P12 .4 mplo ee one de vice and Eie- :15 :i? e view :E :Frl i5 meow le e purposes of illustration. inus (the dashboomlio instrument panel is indicated art *22 and 'ehe .QQIQ: mentionaliinewell is designated at ,23 and includes a. 41001 :bo and 524. As eonventionarl, the engine is provided with 2 ion -25 olriven slay the through a eui taible ionloelt 26. Theengine (1 1.11:- memes an n ke m -I om awhenaiter foot pedal 1 8 nonvenhi llfl 'l 3191 12915: ongfiloor board 254 tandrjs eounled-byenimible link:

% eeewiaiehginelnclesie ruelgerrzfigl nkeglqell crenk 3|, and link 32 to a valve control arm 33 which is mounted on the extended end of a shaft 34 journalled in the side walls of an induction pipe 35 through which fuel for the engine flows, a conventional butterfly or gate valve 3?, adapted for control of fuel flow, being mounted on the shaft 34 within the barrel of the induction pipe 35. Accelerator pedal 29 is so coupled to arm 33 through the linkage described that upon depression of pedal 29, arm 33 is raised and effects opening movement of valve 3?, and reverse raising of pedal 29 effects closing movement of the valve.

Interposed between induction pipe 35 and manifold 2'5 is a supplemental pipe section 39 which effects an elongation of induction p-ipe 35. While it is preferred to employ supplemental pipe 39 as a separate section, mounting same in'registered alinement with induction pipe 35, it will be understood that pipe 35 may be elongated as an integral unit without departing from this invention. Within section 39 a butterfly or gate valve II, likewise adapted for control of fuel flow, is mounted in fashion similar to the mounting of valve 3! and is operated by an arm 43, the arm 43 being coupled by a link 45 to one leg 9'! of a bell crank which is preferably rockably mounted on the upper exterior surface of engine ZI and has its opposite leg 49 coupled by a link 49 to an arm mounted on one end of a shaft 53 extending transversely of and above engine 2! and being turnably supported in brackets 55 mounted on the upper face of the engine block. At its opposite end shaft 53 is provided with an arm 51, similar to arm 5|, arm 51 being coupled, preferably by elongated composite linkage, to the upstanding end of a governor arm 59. Preferably the-composite linkage consists of a rod 5| connected at its rearward end to arm 51 and extends ing forwardly therefrom and being coupled adj acent its forward end by an overload-unit 93 to a forward rod 65, the forward end of rod 65 being coupled to the end of governor arm 59.

Overload unit 63 preferably consists of a substantially I-shaped member having forward and rearward flanges 63A, 53B, and a longitudinally extending central member 630 to which the flanges are rigidly attached as by welding. Intermediate the flanges 63A, 53B, a plate member 63D is slidably mounted on the central member 63C. Compression spring means 63E, preferably consisting of a pair of compression springs, are interposed between forward flange 93A and plate member 63D. The flanges 63A, 93B, and plate member 53D are apertured to slidably receive the rods 6|, 65 in parallel spaced relation and rods GI, 65 are provided with stop members, such as cotter pins 93F, which are positioned to abut rearward flange 53B upon rearward movement of the rods and to thereby limit such rearward movement relative to the rearward flange 9313. The rods 6!, 95 are also provided with intermediate stop members, such as the cotter pins 93G, positioned to abut the rearward face of plate member 63D and to thereby limit relative movement between the plate member and the rods. Preferably the spring members 63 surround the respective rods GI, 65.

.Governor arm 59 is oscillatably supported intermediate its length by an ear 91, preferably formed in the upper exterior ortion of the casing ofa governor 69, governor 59 being rigidly mountedadjacent the forward portion of engine 2| and having a forwardly projecting drive pulley ljidrivingly engaged by flan belt 26. Governor arm-59 is operably coupled. at-its; lower end. to. a

slidable collar I3 of governor 69 which is preferably a centrifugally operated governor responding to the rotation imparted by engine drive of the fan belt, in substantially conventional manner, moving weights l5 outwardly in response to increase in engine speed, effecting expansion of toggles I! and consequent movement of collar I3.

Coupled to the governor arm 59 is one end of a tension spring 1,9,.the opposite end of the spring l9v being attached to a bracket 3I which preferably forms an upstanding integral'part of a longitudinally disposed slide 83, slide 83 being slidably engaged for longitudinal movement with a I guideway 85, slide 83 and guideway 35 being preferably dovetailed along their engagement.

- The upper-face of slide 83 is provided with a rack 81, preferably having a suitable pitch for engagement by a worm 89, worm 99 being mounted on and rotatable by a shaft 9i. Rotation of shaft 9| is preferably effected through a suitable reversible motor 93, supported ,by guideway 85,

and electrically connected through. leadsto-the' battery or generator of the engine, this conned:

tion-being well known so that it is not shown; Energization of the motor is effected through a switch 95, preferably conveniently located on dashboard 22. Preferably guideway is provided with a forward shoulder 85A positioned for abutment by slide 83 upon forward movementof I the slide to effect 1imitation of such forward movement. The guide also preferably includes arearward shoulder 85B to similarly limit rearward movement of slide 83. Preferably shaft Si for convenience is journalled in an upstanding portion of rearward shoulder 85B. v desirable to .In some installations it is found provide for manual drive of worm shaft 9| and in such cases a flexible shaft I93 is attached to the worm shaft SI and is provided at its opposite end with a hand knob I95 conveniently mounted;

on dashboard 22.

It will be seen that in the preferred described the lower end of governor arm 59 is moved forwardly and rearwardly responsive to movement of collar 13, movement of which is effected by movement of weights I5 and expansion or extension of toggles TI. As illustrated, the lower end of arm 59 is moved forwardly responsive to an increase in engine speed resulting in the outward displacement of weights I5 effecting a rearward movement of the upper end of arm 59 which is so coupled to valve M as to move valve 4I toward closing, consequently effecting a retarding in the flow through pipe 39 and a reduction in engine speed. Spring 19 resists rearward movement of the upper portionof arm. 59 and consequently resists retarding of the engine speed and constantly urges forward movement of arm 59 toward engine acceleration. Through the provision of adjustable slide 83 the tension on spring 19 may be adjusted so as to increase or decrease the efiect of the spring on the movement of the governor arm and conse, quently to effect an adjustment of the effect of the governor on throttle valve 4 I. The worm and rack arrangement provided for effecting adjustment of slide 83 and of the tension on spring "19 is found to be a particularly effective means for efiiciently and conveniently accomplishing the desired adjustment whether manually driven through knob I95 and flexible shaft I93 or mottir driven by motor 93. g 1. a In order to provide for the selection of throttle control means of which useis desired, means are provided for alternatively or selectivelyiimmobie installation mamas lizinsth uaives 3Z1, v4.1 In the motorized embodi ment of the invention the :imrnoib Zing me n preferably include a :pair of vacuum inders 19B 99, which are mounted vertically in mover ticnandhavetheimrciectinerods 1591i, lliiiolincd and :nisidlv coupled as at 11515.. Preferabl the pposed icviinlers 115,199 are supported from Vim duotion -:pipe lava suitablexicracket lat-l. Attaohed to and projecting outwardly from coupling m is a pin it?) to which is pivotally attacheol one end .of an oscillataole arm H i. Arm .I:l=l'.=ispivotal1y supported intermediate its length lava pivot ll i3, preferably carried by the junction between induction pipe and supplemental sec tion ,39. At its opposite end arm HE is provided with a cam-like stop member H5 which liesin the plane of the respective Valve arms 33, e3 iszpositioned to alternately he moved into engagement with the arms upon oscillation of .l H

Vacuum cylinders iii, 19 are respectively con nected by lines izi il, lid to a two-way valve 12:! through which vacuum connection is alternately made to the respective cylinders from manifold "2'1 to employ the vacuum created in'iihe manifold during engine operation. Preferably a vacuum i line IE3 is connected into manifold ill and is provided with branch lines I25, iii-l. Branch lines @125, 1251 are attached to nipples I25, 1:31 on one side of valve 1 2i and. vacuum lines H'i, H9 are coupled to nipples iii), I35 on the opposite side a of valve I221. The valve is centrally bored and is provided with a valve stem it operable by a foot button r39, ioot button being preferably supported above floor "board 112 i, adjacent ac celerator pedal "2%. Each of the nipples 129, 1'3! 2133, 5,235 is communicated with the central bore of valve :25, with nipple .12 9 in registering'aline ment with nipple 133 anol nipplo iii! in registerins, .a'linenlent with nipple valve stem 131 isprovided with a pair of ports i l-i, M5; which are spaced apart in vexcess of the spacing; between the respective pairs of registering nipples, so that in the raised position of valve as illustrated in 6, lower port if" effects communication between HH, 1 3 and consequently hetween branch line 1'2? and vacuum'li-ne 'i i 9, which valve stem iii-ii mocks corn: unication between nipples 129, 1! 33. Upon. depression of valve stem 43% through afoot button 39, upper port Mi is moved into register with nipples E29, 133 and simultaneously lower port 5 is moved. out of resistry with nipples 31, Hi5 so that vacuum communication between branch line i327 and vacuum line iii is interrupted and vacuum communication between ibranoh line we and vacuum line x1 11? is established. Preferably valve i Ei is provided with a compression spring I interposed between foot "button 12921101 floor hoard 2d, urgi-ng upward movement of the foot button and attachedva'lve stem i 3 l.

During operation of the engine, with the foot button tin raised position, as shown in Fig. 6, and with vacuum communication thereby established from branch :tfi'i throughnipp'le i, port M3 :n ipple iii-ii to Wacuum line are, vacuum cylin-- oler is operative, causing upward movement :of vpiston rods till, 93, vacuum cylinder illi being simultaneously vented :to atmosphere and bc'ine inoperative, the upward movement of :t'he; iston rcdsjmoving pin M39 and the .attaciiedend of arm ,i M upwardly and loweringstop i Iii into nent with -ialve arm 1'53, moving valve arm :43 downwardly and eifecting dull opening of never no throttle valve M, the valve being immobilized f-this lull open inqeition .by such engagement by si t $399 lit durin the in t vacuum con.- monom- With-the governor valve M thus held immobilined throttle valve 317 time for o r t o throu hiac cleratoneedal2i! andthe inkage m sling the valve: pedal. the n n Sp is ereesed the g vernor w ight 15 are e triiueat yzmova d out a din-as ilustrated i 151.. enacting movement is vernor arm i Due to the rlfistrail lt on val'v arm 43 movementiof the governor-worm :is is effective to accomplish move.- ment lof'eovfisrnor vc M thi mo of the eoremor arm is ehem'h in overload uni tm sillustrated in Eig- 16 When dotin n ine operation it is d red 0 sh-itt ifnom foot pedal hrottle co tol to se ernor con r l. 'ii hfi p ator may con ie ly eroot reunion and valve stem L311. mo ing upper part Mai into u'eeistrv with ip es 2 lite effecting vacuum communication between branch line 112.5 and vacuuml ne M3 and t enc to wacuum :crlinder 91. es thi va u m ommunication is seetablished the li t vious communication *to cylinder :9? disru ted an cylinder .88 rendered :in at milind Bil iheoomes effective to accom huh downward movement :of piston rods 1M, U13 and n 19 carried therebyyefieoting a reversal of "the move ment {M arm :1 1:! and consequent "movement of stop 535 away :Bfrom restra ning ensaeementiof arm 413 3111130 engagement with valve arm Valve arm :is raised by the upward movemen ctr-stop Hafiandrthrottlewalvefiili ovedto 11111 coon posit-ion and is held immo' zed in position while governor value :41! is unrestrained and. may be operated by governor E9 in thevman neredescribed.

It the observed that as the shift from the position shown in Fig. l 5, in which :governor valve M tisrimmobilized, :to thezposition shown in Fig. 4, in which fioo't pedal vaive 31 iszimmobilized, isbegum, governorvalve 6:! is in full open position and as "the opening of valve 3?! proceeds full flow through induction pipe 131, :3 9 is permitted, acedlerating the engine and consequently centrifueeil l y arfiecting governor 169, moving weights 1T5 apart and thereby eating governing movement of governor arm 1:59 toward retarding. Thereafter rl urinsepcration the governor is reflective to limit engine speed at ctihe substantially constant rate. Hlhus it, iclue to increase load, the engine email is reduced, therforce exerted upon collar 13 by weights T15 andwtogglesilllis reducedand spring :19 renal-bled to more the KHLDPEI end of governor arm :59 :forwarcl'ly, I effieoting through the linkage described, opening movement of the unrestrained reovernorvalve its! and as the engine speed picks up the gov nnorlis si fiectivs toklimit engine speed to the :desired amount through efi'ecti-ng a partial closure lot the governor -valve.

it will the soon, as described, that the adjustment on the tension of spring 19 is effective to estaibilish t-he governing limitations of governor 69 through the degree "of limitation thereby placed upon the rearward movement of upper portion of governor arm '53.

in Eigs. 12, T3 and 14 "a variation in the vacuum controlled, "valve =nnmobili-Zing "means is illustrated. ,As there illustratecl *the-accelez ator pedal 218 :is :coupled oy substantially identical linkage to throttle wales 3!! and governor arm 59 ,is coupled through substantially identical linkage to gov? Jenner veil-vs 54*]. Aston member i=5] is carried by the outer end of a piston rod r53 of a vacuum cylinder area, this cylinder being preferably su ported by a suitable bracket from the upper face of the engine block. Piston rod I53 is normally extended and cylinder I55 is provided with spring means urging such extension to position stop member II in abutting engagement with crank leg 48 of the governor valve linkage, holding the linkage with valve II open and effecting limitation on the movement of crank leg 58 and thereby interrupting the operation of the linkage between governor arm 59 and governor valve 4|, so as to impede closure of valve II by the governor. Vacuum cylinder I55 upon operation is effective to retract piston rod I53 and stop I5I out of such limiting abutment with crank leg 48, and for operating purposes is coupled by a vacuum line I51 to One side of a one-Way valve I59, the opposite side of the valve being connected by a vacuum line I6I to manifold 21. Valve I59 is provided with a depressible foot button I63 which is operable upon depression to effect opening of the valve and vacuum communication between vacuum lines I51, IGI and consequently between manifold 21 and vacuum cylinder I55.

A supplemental vacuum line I65 is branched from vacuum line I6I and connects to a valve I61, which is preferably mounted on the exterior of vacuum cylinder I55. Valve I61 is provided with a push button I69 and valve stem I1I, the valve and stem being so, ported and arranged that opening of the valve is accomplished only upon substantially complete travel of the valve stem under operation of the push button, whereas closure of the valve is effected by the initial portion of the return movement of the valve stem, the preferred embodiment of this arrangement being best illustrated in Fig. 14.

As indicated, push button I59 is preferably spring loaded by a spring I13 urging return of the push button to extended position and consequent closure of the valve. Coupled to the opposite side of valve I61 through a suitable nipple is a vacuum line I15 which communicates with a vacuum cylinder I 11, cylinder I 11 being supported from the exterior of the engine and being provided with a rod I19 operably coupled to the piston of the vacuum cylinder, and at its opposite end being coupled to the downwardly extending leg of crank 3| which forms part of the linkage coupling accelerator pedal 28 with valve 31. Upon operation of the vacuum cylinder I11, rod I19 is retracted, pulling with it the leg of crank 3| to which it is coupled, effecting raising of link 32 and arm 33 and opening of valve 31.

Compression of push button I59 is preferably effected by an abutment member I8I carried by piston rod I53 of vacuum cylinder I55, abutment member IBI preferably being angularly bent to form a rearwardly extending portion contacting the outer face of push button I59. It will be seen that in this variation during normal closed condition of valve I59 stop I5I is in abutting engagement with crank leg 48 inhibiting governor operation of governor valve 4 I, while valve 31 may be freely operated by accelerator pedal 28 through the intermediate linkage. When the operator desires to shift to overnor control he may depress foot button I63, opening valve I59 and establishing vacuum communication into vacuum cylinder I55. Retraction of piston rod I53 is effected thereby accomplishing removal of the limitation on crank arm 48 by the .rearward movement of stop I5I and simultaneously moving abutment member I BI against push button I59, the movement being continued until full retraction of piston rod I53 has been accomplished,

at which time opening of valve I61 will be completed, establishing vacuum communication into vacuum cylinder I11. Upon operation vacuum cylinder I11 effects retraction of its rod I19 moving with it the downwardly extending leg of crank 3|, effecting opening of valve 31 to full open position, in which position valve 31 is retained during vacuum operation of vacuum cylinder I11.

When the shift to foot pedal control is again desired the operator may release the pressure on foot button E53 interrupting the vacuum connection to vacuum cylinder I55, whereupon piston rod I53 and stop I5I and abutment I8I carried by the piston rod are returned to the original position. It will be noted that by the arrangement of valve I51 initial return movement of valve stem IN is effective to interrupt vacuum communication to cylinder I11 so that the restraint upon throttle valve 31 is immediately released and control of engine speed through accelerator pedal 28 may be promptly taken over.

I claim:

1. In combination with an internal combustion engine having fuel induction pipe means, a pair of valves mounted in spaced relation in said pipe means movable to control fuel flow through said pipe means, operating means including a governor coupled to one of said valves, independent operating means coupled to the other said valve, valve immobilizing means shiftable from a position in which said immobilizing means restrainingly engage one of said operating means to a second position in which said immobilizing means restrainingly engage the other said operatin means and return, each said restraining engagement limiting operation of the operating means engaged to substantially immobilize the valve coupled thereto without limiting the operation of the other said operating means, and control means for selectively shifting said immobilizing means from the first said position to said second position and return.

2. In combination with an internal combustion engine having fuel induction pipe means, a throttle valve mounted in said pipe means movable to and from open position for control of fuel flow through said pipe means, an accelerator pedal, linkage opera-bly coupling said pedal and said valve for accomplishing valve movement responsive to pedal movement, a second throttle valve mounted in said pipe means movable from and to open position for control of fuel flow through said pipe means independent of the first said valve, a governor driven by said engine, linkage coupling said governor to said second valve for accomplishing movement of said second valve respectively responsive to increase and decrease in engine speed, valve immobilizing means including a stop member shiftable from and to a position in which it engages the linkage coupling said governor and said second valve, said stop member in said linkage engaging position abutting said linkage in open position of said second valve and limiting closing movement of said second valve, and a vacuumv cylinder connected to said stop member to eifect shift of said stop memher from and to said linkage engagement, the first said linkage being unrestrained during said linkage engagement.

3. In combination with an internal combustion engine having fuel induction pipe means and a vacuum system, a throttle valve mounted in said pipe means movable to and from open position for control of fuel flow through said pipe means, an accelerator pedal, linkage operably coupling ceases? 5 ,said pedal and saidyalve-ior accomplishing valve movement dzesponsiive lto pedal movement, a sec ,ond lthrcttle valve vmcunted in said pipe means movable ifb'Om and-ito openpo 'tio l qrlco of duel flow through said nine-mean i pend n of the first said -,.ave overnor ,dr sai en n d nk-a e cousin 3 said vs, t s 'CQ 3121 1 FQ ..%QQ Q1Plmhin 1 .1 me t o a second valve respectively ,respgn ve to increase time incensed. l sa di n i e t id Ai N b 3 1 9 each v gapiston nterior (1 ,co pled to n th osite end;of said pscillatable arm, said oscillatable arm being shiftable from and to a position, in which i stara ts sesae ,seesawr ianc arm in open position of th iv connected thereto, toand-froma positionin which said stop mean er, engages the others ve controlarm inpp napcsitionpf the o' said valve, vacuum r with saidengine 121; nsaiisftst cti-vely vacuum 0 r1 shift into said 5 lve controlarms, vacuum communication to the other oflsaid fecting stop membenshiftdnto said 'agement with the other d valve control a. inka he v s-Patina p by said stop member being restrained in open position of its related valve while the other valve control arm and its related valve is unrestrained -for operation by its linkage.

i. In combination with an internal combustion engine having fuel induction pipe means and a vacuum system, a throttle valve mounted in said pipe means movable to and from open position for control of fuel flow through said pipe means, an accelerator pedal, linkage operably coupling said pedal and said valve for accomplishing valve movement responsive to pedal movement, a second throttle valve mounted in said pipe means below the first said valve movable from and to open position for control of fuel flow through said pipe means independent of the first said valve, a governor driven by said engine, linkage coupling said governor to said second valve for accomplishing movement of said second valve respectively responsive to increase and decrease in engine speed, each said linkage including a valve control arm, said arms being respectively connected to said valves, upper and lower vacuum cylinders, vertically disposed in opposed relation, each having a piston rod, said piston rods being alined and rigidly coupled for vertical reciprocation, a pin carried by the piston rod coupling, an oscillatable arm pivotally supported exterior said pipe means and having one end coupled to said pin, a stop member mounted on the opposite end of said oscillatable arm, said oscillatable arm being shiftable from and to a position, in which said stop member is raised to engage the valve control arm of the first said valve in open position of said first valve, to and from a position in which said stop member is lowered to engage the other said valve control arm in open position of said governor operated valve, vacuum means connecting said cylinders with said engine cou i v, ,35 in when, engaged v, a d va um s mm s i s .s is nder evl n f ff n tep mb s'hifi into said,enga ment with said governor operted valve on trol arm, each'said valve control In hen-eas set v e s mb n s?- ed '11 opnposition qfits related valve while valve control arm and its related valve o e xoperation-by its linkage.

5. n comb; ation with an internal combustion ,epginemaving duel -.induction pipe means and a a a t mttler lve m u i l-sai eansmovable to and from openpositiqn 01 o ue fi vii rioushi e d e e nsan accele atorpedal, linkage operably coupling jsa d peda ands ,d,valveforaccompllshing,valve tmfil i it i ivr v ped mov ment ond throttle valve mounted in said pipe means ,ino gable irom ,and, to open position for control fuel-flow throughsaid pipemeans independent 0 the -first said valve a governor driven by said ngina li age coupling said governor to .Sflid lsec nd valv ,for accomplishing movement of said ive v re c vel respon v to as emlt sr es in ns n spee ft letter s i l nkage including a,valve controlarm connected to "said second valve, a, vacuum cylinder having a ,piston ,rod apin. carried by s i pi r an scillatable arm pivotally supported exteriorsaid ,pipe, means and having one end coupled to said -l .ii 1i membtt mo e o h p t end of said oscillatable arm, said oscillatable arm being shiftaole from and to a position in which said stop member engages said valve control arm in open position of said second valve, vacuum means connecting said cylinder with said engine vacuum system, and a vacuum control valve effective to alternately establish and interrupt vacuum communication between said system and said cylinder, said vacuum communication to said cylinder effecting stop member shift into said engagement with said valve control arm, said valve control arm when engaged by said stop member being restrained in open position of said second valve.

6. In combination with an internal combustion engine having fuel induction pipe means, a throttle valve mounted in said pipe means; movable to and from open position for control of fuel flow through said pipe means, an accelerator pedal, linkage operably coupling said pedal and said valve for accomplishing valve movement responsive to pedal movement, a second throttle valve mounted in said pipe means movable from and to open position for control of fuel flow through said pipe means independent of the first Said valve, a governor driven by said engine, linkage coupling said governor to said second valve for accomplishing movement of said second valve respectively responsive to increase and decrease in engine speed, valve immobilizing means in cluding a stop member shil'table from and to a position in which it engages the linkage coupling said governor and said second valve, said stop member in said linkage engaging position abutting said linkage in open position of said second valve and limiting closing movement of said second valve, a vacuum cylinder connected to said stop member to effect shift of said stop member from and to said linkage engagement, the

'iirst said linkage being unrestrained during said linkage engagement, and means for restraining 'said first linkage when said stop member is shifted out of engagement with said governor coupled linkage.

7. In combination with an internal combustion engine having fuel induction pipe means, a throt- 'tle valve mounted in said pipe means movable to and from open position for control of fuel flow through said pipe means, an accelerator pedal,

linkage operably coupling said pedal and said valve for accomplishing valve movement responsive to pedal movement, a second throttle valve mounted in said pipe means movable from and -"to'ep'en position for control of fuel flow through said pipe means independent of the first said valve; a governor driven by said engine, linkage coupling said governor to said second valve for --accomplishing movement of said second valve respectively responsive to increase and decrease in engine speed, and vacuum means associated with said linkages to selectively open and restrain the respective said valves.

3. In combination with pipe means, a pair of independent valves mounted in said pipe means in spaced relation andmovable to and from, open -position for control of flow through said pipe means, operating means respectively coupled to said valves for accomplishing valve movement, 'and fluid pressure responsive means associated with the couplings folsaid valves to selectively open and restrain the respective said valves.

9. The combination of pipe means, a first valve mounted in said pipe means movable to and from I open position for control of flow through said pipe means, means operably coupled to said valve for 12 accomplishing valve movement, a second valve mounted in said pipe means movable from land to open position for control of flow through "said pipe means independent of said first valve, operating means coupled to said second valve for accomplishing movement of said second valve, and vacuum means associated with the couplings for said valves to selectively open and restrain the respective said valves.

10. In combination with pipe means, a pair of independent valves mounted in said pipe means in spaced relation and movable to and from open position for control of flow through said pipe means, operating means respectively coupled to said valves for accomplishing valve movement, and vacuum means associated with the couplings for said valves to selectively open and restrain the respective said valves.

JAMES E. DILLARD.

References Cited in the file of this atent UNITED STATES PATENTS 

